Abstract: Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine.

Abstract: A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

Abstract: A mechanical diode to transfer torque between a first torque member and a second torque member is described, and includes a first race element, a second race element and a slide plate that are coaxially disposed in the housing. The slide plate includes a tab element projecting radially outwardly. The slide plate is rotatable to one of a first position and a second position. A spring element is disposed between the slide plate and one of the first and second race elements, and is configured to urge the slide plate to the first position. A controllable braking element is disposed to apply a braking force to the tab element of the slide plate to urge the slide plate to achieve the second position in response to a control signal.

Abstract: Disclosed is a hydrokinetic torque converter (TC) with a TC housing. An impeller is disposed within the TC housing and connects to an engine output shaft. A turbine is disposed within the TC housing and connects to a transmission input shaft via a TC output shaft. A torque converter clutch (TCC), which is disposed within the TC housing and coupled to the TC output shaft, selectively locks the impeller to the TC output shaft. A damper, which is disposed within the TC housing and coupled to the TCC, dampens vibrations transmitted by the TCC. A disconnect device, which is disposed within the TC housing and coupled to the damper assembly and TC output shaft, connects the turbine to the TC output shaft or damper when positive torque is being transferred, and disconnects the turbine and TC output shaft or damper when negative torque is being transferred.

Abstract: A torque transfer mechanism includes an input member to receive an input torque from a propulsion source, and an output member coupled to the input member to transfer the input torque to a driveline component. A multi-component damping mechanism is disposed between the input member and the output member which includes a first spring element cooperating with a second spring element to couple the input member to the output member. The first spring element defines a greater stiffness and shorter deflection relative to the second spring element.

Abstract: Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate.

Abstract: A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source.

Abstract: Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate.

Abstract: The continuously variable transmission (CVT) assembly includes a CVT including a drive pulley, a driven pulley, and an endless rotatable device coupled between the drive pulley and the driven pulley. The CVT assembly also includes an actuator coupled to the drive pulley. The CVT assembly also includes an angle sensor coupled to the endless rotatable device such that the angle sensor is configured to measure an angular position of the endless rotatable device. The CVT assembly also includes a controller in communication with the actuator and the angle sensor. The controller is programmed to: (a) determine a speed ratio of the CVT based on the angular position of the endless rotatable device; and (b) control the actuator to adjust the clamping force exerted on the drive pulley in response to determining the speed ratio of the CVT.

Abstract: A transmission includes a continuously variable unit (CVU) (20) arranged in parallel with an expansion gearset (120). The CVU (20) includes a first pulley (22) that is rotatably coupled to a second pulley (24) and an input member (12). The expansion gearset (120) includes a planetary gearset (130) that is arranged in series with a coplanar second gearset (140), and the second gearset (140) includes a first gear (142) engaged with a layshaft gear (144). The second pulley (24) is rotatably couplable to the first gear (142) of the second gearset (140). The layshaft gear (144) is engaged with a ring gear (136) and a carrier member (134) which is rotatably couplable to an output member (14). The first pulley (22) is rotatably couplable to the sun gear (132) via a first clutch (115). The transmission operates in a continuously variable mode when the first clutch (115) is deactivated, and operates in a power split mode when the first clutch (115) is activated.

Abstract: An isolator assembly includes a clutch configured to operate in a full locked condition and a slip condition. Additionally, the isolator assembly includes a damper and a centrifugal pendulum absorber (CPA). The damper is configured to reduce oscillation when the clutch is in one of the full locked condition and the slip condition. The damper includes a blade that is biasable. The CPA is coupled to the damper and configured to reduce oscillation when the clutch is in one of the full locked condition and the slip condition. A vehicle includes an engine and a transmission. The engine includes an output shaft and the transmission includes an input member. The vehicle includes the isolator assembly operable between the output shaft and the input member.

Abstract: A low-voltage hybrid powertrain system for a vehicle includes an engine that is coupled via an engine disconnect clutch to an input member of the transmission, and a low-voltage electric machine is coupled to the transmission. The powertrain system operates in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in an open/deactivated state. When an output torque request indicates a command for vehicle acceleration, the electric machine is controlled to generate torque in response to the output torque request and the engine is simultaneously cranked and started. Upon starting, the engine operates in a speed control mode to activate the engine disconnect clutch. The engine and the low-voltage electric machine are controlled to generate torque in response to the output torque request when the engine disconnect clutch is activated.

Abstract: A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold.

Abstract: A transmission includes a housing, and a transmission input member. A torque converter includes a pump and a turbine. The turbine of the torque converter is connected to the transmission input member. A lock-up clutch selectively connects the pump and the turbine. A cover is connected to and rotatable with the pump. The cover at least partially defines an interior of the torque converter. A torque converter input member passes through the cover. A one way clutch interconnects the torque converter input member and the cover. An engine brake friction clutch is disposed within the interior of the torque converter. The engine brake friction clutch selectively interconnects the torque converter input member and the cover in torque communication to transfer a braking torque therebetween.

Abstract: A powertrain includes an engine having a crankshaft, and a transmission having an input. A vibration absorption assembly includes a mechanical connection system providing a first connection node, a second connection node, and a third connection node. The crankshaft is connected to a first one of the connection nodes. The input of the transmission is connected to a second one of the connection nodes. A centrifugal pendulum absorber is connected to a third one of the connection nodes. One of the connection nodes is a mechanically advantaged node. The centrifugal pendulum absorber is connected to the mechanically advantaged node.

Abstract: A powertrain includes an engine having a crankshaft. The engine is operable to rotate the crankshaft about a central axis. A torque converter includes a housing that is rotatable about the central axis. A selectable one way clutch system interconnects the housing of the torque converter and the crankshaft. The selectable one way clutch system includes a notch plate and a pocket plate. One of the notch plate and the pocket plate is defined by the housing of the torque converter, and the other of the notch plate and the pocket plate is connected to the crankshaft for continuous rotation with the crankshaft.

Abstract: Disclosed are latching mechanisms for engine disconnect devices, methods for making and for using such latching mechanisms, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein struts that engage notches in a notch plate to lock the pocket plate to the notch plate. A selector plate moves between deactivated and activated positions such that the struts shift into and out of engagement with the notch plate notches, respectively. An activation device is selectively actuable to move the selector plate between activated and deactivated positions. A latching mechanism automatically transitions to a latched state responsive to the selector plate being activated. When latched, this latching mechanism retains the selector plate in the activated position.

Abstract: Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate.

Abstract: A powertrain includes an engine having a crankshaft, and a transmission having an input. A vibration absorption assembly includes a mechanical connection system providing a first connection node, a second connection node, and a third connection node. The crankshaft is connected to a first one of the connection nodes. The input of the transmission is connected to a second one of the connection nodes. A centrifugal pendulum absorber is connected to a third one of the connection nodes. One of the connection nodes is a mechanically advantaged node. The centrifugal pendulum absorber is connected to the mechanically advantaged node.

Abstract: A continuously-variable transmission (CVT) assembly is employed for transmitting a torque from an external power-source. The CVT includes a variable-diameter input pulley and a variable-diameter output pulley, each having a respective range of adjustment. The CVT also includes a continuous torque-transmitting element extending between the variable-diameter input pulley and the variable-diameter output pulley, and thereby operatively connecting the input pulley to the output pulley. The CVT additionally includes a first elastic element having a first zero stiffness over the range of adjustment of the variable-diameter input pulley and configured to apply a first constant spring clamping force via the input pulley to the continuous torque-transmitting element.